Automatic stopping device for railway traffic



y 1961 P. R. HAAS DlT ROLLE 2,992,324

AUTOMATIC STOPPING DEVICE FOR RAILWAY TRAFFIC Filed May 15, 1957 2Sheets-Sheet 1 HIP l/VVE/l/Tol? Pierre 6. Haas awn/W ATTORNEYS July 11,1961 P. R. HAAS DlT ROLLE 2,992,324

AUTOMATIC STOPPING DEVICE FOR RAILWAY TRAFFIC Filed May 15, 1957 2Sheets-Sheet 2 I --BO IN VENTOR /erre 1? H888 ATTORNEYs United StatesPatent O 2 9 AUTOMATIC STOPPING DEVICE FOR RAILWAY TRAFFIC The presentinvention relates to traffic controlling apparatus for effecting theautomatic stopping of a vehicle on a railway track if the vehicleattemps to pass a signal at danger.

The present invention employs a radio electric method which hascompletely fulfilled its expectations. With this system the length ofthe track element is in no way limited and any desired length can begiven to it. It does not require any maintenance or attendance and itscost is not high. The coupling device placed at the lower part of thevehicle in order to be subjected to the influence of the track elementis as simple as possible; it is not at all fragile and moreover, it iscompletely protected from any materials thrown up from the track. If anydisturbance affecting the vehicle equipment or the track equipmentshould occur there can be no other consequence than operation of thestopping servo-mechanism, and thus everything combines to ensure safety.

Everything tends also to prevent such operation of the stoppingmechanism when it is unnecessary, as is the case when the vehicleapproaches a clear signal. This is one of the important characteristicsof the present invention.

It is planned in order that the equipment on board the vehicle may alsoreceive all sorts of useful information coming from the fixedinstallations of the track.

The equipment on board the vehicle according to the present invention,consists of an oscillator, an amplifier suitably disposed and normallycoupled to this oscillator by coupling members, and in the outputcircuit of the amplifier, a contactor (electro-mechanical or electronicfor instance) which maintains an automatic stop servo-mechanism in anon-operative condition as long as p the oscillator is suitably coupledto the amplifier.

A suitable spacing some 20 cm. for example, is left clear between twocoupling members (which have a linear development or are coiled, as willbe hereinafter described with reference to the drawing) said couplingmembers being inserted respectively in the output circuit of theoscillator and in the input circuit of the amplifier. The frequency ofthe oscillator current is chosen in order to be suflicient for asuitable feeding of the amplifier.

In order that the stopping servo-mechanism carried by the vehicle mayautomatically ensure that the signals are respected, the inventionprovides, on approaching these, a very simple track installationconsisting of a suitable screen interposed between the coupling elementsof the oscillator and of the amplifier, in order to ensure its completeuncoupling, such uncoupling causing a cessation of the feeding of thecontactor controlling the stopping servo-mechanism, or a signalrepeating device.

This is the general operation of the system if the signal in question isnot in the line clear position. In this latter position it would ofcourse be unnecessary to release the stopping devices and the inventionhas to avoid this: To this end the invention provides for theinstallation, at a suitable distance from the coupling element connectedto the amplifier, a feeder inserted in the circuit of an oscillator fedby a track current.

The amplifier on board the vehicle is then fed by the track oscillatorby means of the feeder conductor extending alongside the screen. Thelatter may be constituted by a simple rail situated at a level which issuit:

Patented July 11, 1961 able for fulfilling its function as a screen andis preferably earthed. The feeder is disposed between the screen and thecoupling member of the amplifier; it is connected to the fixedoscillator by a track contact under the control of the indication of thesignal, and which naturally is only closed when this signal is in theline clear position. The feeder may be exposed or under a strong rotproof insulation which enables it to be directly fixed on the screenrail.

The favourable frequencies employed permit the use of a non-tuned feederextending along a relatively great length and utilising an earthedsupport without any risk of interference. On the other hand thescreenings which constitute the supports of the coupling elementscarried by the vehicle enable to orient and also to limit thepropagation and the reception without any possibility of disturbancescoming from the outside. Yet again, the amplifier may be equipped with adevice such as a tube which has a time constant during the releasing inorder that the length of the track element may be reduced.

It is understood that any modification which does not go beyond thescope of the invention may be carried out, with respect to theconstruction itself, to its means of operation and to its application.Other characteristics will appear from the following description and theaccompanying drawing given by way of non-limiting example.

In the drawing:

FIGURE 1 shows schematically the elements of the invention with theaddition, by way of example, of a servo-mechanism for effectingautomatic stopping by removing the driving action and by applying thebrakes of the train.

FIGURE 2 shows a modification, including a schematic recording device.The elements of the device of FIG- URE 2, which are strictly identicalto those of the device of FIGURE 1 are not shown, whereas thecorresponding elements which are included in the two figures are shownby corresponding references.

Referring to FIGURE 1, 0V1 indicates the track oscillator and 6 is amovable contact operated with the control for actuating the .signal.This contact is in the upper position when the signal indicates the lineclear, it is moved to the lower position for any other indication of thesignal. 7 is the fixed screen intercepting the action of the oscillatoron the vehicle on the amplifier of the servo-mechanism. B is the feedermentioned above as a possible intermediary between the track oscillatorand the vehicle amplifier. OM is the oscillator carried by the vehicle,B0 is its coupling element; AM is the amplifier and BR its receivingcoupling element; RM is the relay fed by the output circuit of theamplifier which controls the contact 49; RP is the main release relaycontrolling the contacts 17, 18, 19 and 20; P is the control desk placedin the field of vision and within. reach of the driver whilst T2indicates the operation of the main relay RP, that is to say the releaseof the stopping device, which may or may not be delayed. The couplingelements B0 and BR may be linear or coiled conductors which arecontained within screening metal casings only open on their adjacentsides to permit coupling between the coupling elements.

L is the lever for resetting the relay RP after its release. By means ofits second contact (connections N), its operation is recorded on thetape of the chronotachometer during the whole period of this operation.T3 is the indicator of the contact position of the lever L. The pointsmarked x are those to which a second control desk can be connected(exactly the same as the first), if the equipment includes two drivingpositions.

U2 is the current source feeding the relay RP; SM is a completeservo-mechanism, given by way of example,

3 where RA is an electrically operated valve for effecting theinterruption of the drive means, which acts on the pneumatic servo motorSA.

By means of its armature the relay RA drives a distribu-tor whichenables the piston of the servo-motor SA to communicate either with themain compressed air tank of the locomotive by the aperture 21, or withthe atmosphere by means of the calibrated aperture 22. The relay RSdrives an element which connects the general piping or tubing of theautomatic brake with the atmosphere by means of the aperture 23 (whenthe relay is not excited), the said aperture is closed (when the relayis under voltage). 26 is a contact associated with the driving actioncontrol under the supervision of the driver. This contact is only closedfor the Zero position of the control. The latter may be of any type andmay control for instance, contactors, injection pumps, vapourised fuel,or a steam regulator valve, according to whether the locomotive iselectric, diesel or other oil, or steam driven.

The pneumatic servo-motor SA may move members which are similar to thosewhich have just been mentioned and are mounted in series with thosewhich are under the supervision of the driver, in order to be ableeffectively to cause the automatic stopping of the train. 24 and 25 arecontacts controlled by the servo-motor SA. 27 is a contact mountedeither on a brake cylinder or on the general tubing of the automaticbrake. In the first case (connections shown in full lines) it only makescontact in the lower position. In the second case it only makes contactin the upper position (connections shown by dotted line). U3 is thesource of current feeding the servo mechanism SM. U2 and U3 may ofcourse constitute one and the same source.

All the elements of the servo mechanism that is to say: the relays RMand RP, the electro-valves RA and RS as well as the servo motor SA andthe relays RN and RV which will be described further on, are arrangedaccording to the principle of a constant tendency to an operation of thestopping mechanism resulting from the permanent action of the mass M andof the spring T, an action which is only cancelled by the attractionexerted through the relay coil when it is under voltage and by thepressure of the compressed air with respect to the pneumaticservo-motor.

In order to explain the functioning of the arrangement shown on FIGURE1, it will first be supposed that the elements RP, RA, RS and SA are atrest, that is to say that their movable armatures are in the lowerposition under the action of the masses M and of the springs T. In orderthat they come into the working position, the driver operates the leverL which, by means of the indicator T3, directly connects RP to thesource U2, the relay then occupies the upper position, breaking thecontact 17 and making the contacts 18, 19 and 20. The operation effectedon the lever L is inscribed on the tape of the chronotachometer by meansof the connections N. The contact 20 connects the source U3 to feed RS.RS in its upper position closes the aperture 23 and the general braketubing is not connected with the atmosphere.

When the driver releases the brakes and the driving control is in thezero position of Le. position in which the motor or engine of thevehicle is not operative to drive the vehicle, the contacts 26 and 27are closed. This being so, the circuit of RA is connected to U3 by thecontacts 19, 26 and 27; RA occupies the upper position; 22 is closed, 21permits the connection of the main compressed air tank of the vehiclewith the servo-motor SA. The latter occupies the upper position,permitting the driving action controlled by the driver and closing thecontacts 24 and 25. The main relay RP is fed by U2; on the one handthrough L and T3; on the other hand by the contacts 18 and 49. Theoscillator OM acts on the amplifier AM by means of the coupling elementsB and BR. The amplifier AM feeds the relay RM which is then in the upperposition closing the contact 49. :The

driver opens the contact L; RP remains fed by the contacts 18 and 49.The assembly is then in the normal working position. When a line clearsignal is passed, the feeder B connected to 0V1 by the contact 6 acts onBR and the amplifier AM and consequently on the relay RM. The action ofthe oscillator 0V1 makes up for that of the oscillator OM, suppressed asa result of the interception of the coupling between B0 and BR, by thescreen element 7.

When passing a track element whose corresponding signal is not at lineclear the contact 6 is in the lower position and interrupts theconnection between the feeder B and the oscillator OV1 and the lattercannot act on the amplifier AM. The insertion of the screen 7 between B0and BR breaks the effective coupling between these units and theinfluence of OM on AM is suppressed, AM is aifected and no longer feedsRM. The latter drops, interrupting the contact 49, and therefore thefeeding of the main relay RP which then immediately occupies the lowerposition; the contact 17 is closed and switches on indicator T2; thecontact 18 is opened and prevents the refeeding of RP when 49 will bere-established after the screen 7 is passed. The contact 19 is openedand interrupts the feeding of RA by U3. RA then occupies the lowerposition, 21 is closed breaking the connection between the maincompressed air tank of the vehicle and the piston of SA, 22 is openedconnecting the piston SA with atmospheric and the pressure on the pistonof SA drops. However, as has been indicated, the aperture 22 iscalibrated in such a manner that the drop in pressure which causes thefall of SA is only produced in a manner controlled at will.

It has been seen that the fall of RP has interrupted the contact 20,therefore, the feeding of RS by U3 is then only effected by the holdingcontact 25, controlled by the piston of SA and connecting directly RS toU3. As soon as the pressure reduction caused by 22 has becomesufficient, SA occupies the lower position and interrupts the drivingaction; 25 is opened. RS is no longer fed, 23 is opened, the generalpiping of the brake system is in connection with the atmosphere andcauses the braking. The automatic stopping device has functioned in acomplete manner.

In order to bring the device of FIGURE 1 back into the working state,the driver operates the lever L which,

by its contact, causes RP to rise again under the action of the currentof U2; the contact 17 is broken, the contacts 18, 19 and 20 arereestablished again. The contacts 24 and 25 of SA are still open but thecontact 20 of RP ensures the refeeding of RS which closes the aperture23. Thus the general brake piping is no longer in connection with theatmosphere; the brakes may be released by means of the valve controlledby the driver. When the brakes are released and when the driving controlis put back to zero by the driver, the contacts 26 and 27 arere-established, the contact 19 of RP also being reestablished, the relayRA is once again excited, 22 is closed and 21 cleared. This ensures thepassing of the compressed air from the main tank up to the piston of theservo motor SA. The latter reaches the upper position; the contacts 24and 25 are re-established; the driving action is under the control ofthe driver.

A slightly delayed release is in no way obligatory but it has theadvantage of giving the driver the necessary time required forcancelling the automatic intervention by operating the warning lever Lwhich, as it directly feeds RP, prevents the release and enables theperson responsible to stop the train by using the means which arenormally at his disposal. This control may hold the contact positionwithout it being kept by the driver, in order to enable the latter tooperate the controls which are normally under his supervision. Theindicator light T3 may be supplemented by an audible warning.

It is understood that the elements RS, RA and SA may be mechanicallylocked into an upper position, during trials or in cases when the deviceis damaged. This locking is obtained by means of a special key whoseemployment may be subject to conditions prohibiting its use without theknowledge of the driver responsible or its thoughtless use by thelatter.

On the other hand it should be stated that the connections N of FIGURE 1and NYZ of FIGURE 2 not shown in detail, are elfected according to aconventional wiring diagram of a source of current in series with therecording relays of the chronotachometer. The source considered may beU2, U3 or any other source.

If in the schematic drawing of FIGURE 1 the track oscillator and itsfeeder are not operative, then, the fact of passing the entry of eachapproach section (for example) which is provided with an interceptionscreen rail systematically causes the release of the automatic stoppingexcept when the driver is watchful.

FIGURE 2 shows how to adapt the invention in order to ensure a recordingof the passing of open as well as closed signals, and thus a completesystem is achieved which can be substituted for any other fulfillingthese two functions. The servo mechanism, the contacts 19 and 20 of RPand the terminals of U3 are not shown. The track screen 7, the movablecontact 6, the oscillator 0V2 as well as the elements OM, AM, B0, and BRhave the same functions as above.

A relay RN controlling the contacts 50 and 51 and another relay RVcontrolling the contacts 52 and 53 replace the relay RM of FIGURE 1. Acollecting element BRV is connected to an amplifier AV whose outputcircuit is connected to control the relay RV. The relay RN is connectedin the output circuit of the amplifier AM. The operation of the deviceof FIGURE 2 is as follows:

In normal working, the oscillator OM acts on the amplifier AM by meansof the coupling BOBR. The relay RN, fed by AM, is in the upper positionand maintains the contact 50 which ensures the feeding of the main relayRP. When a stop signal is passed, the interception of the couplingBO--BR by the screen 7 suppresses the action of OM on AM, the latter nolonger feeds RN, which occupies the lower position; the contact 50 isbroken and interrupts the feeding of the main relay RP, thus releasingthe automatic train stopping mechanism already described. On the otherhand the lower position of the relay RN establishes the contact 51,which, by the connections 2, effects the recording of the passing of thesignal on the tape of the chronotachometer. If the signal is at stop,the movable contact 6 is in the lower position and does not permit theconnection between 0V2 and B.

When a clear signal is passed, the same situation affects the elementsOM, BO, BR, AM and RN but as the movable contact 6 is in the upperposition, the oscillator 0V2 acts on the amplifier AV, by means of thefeeder B and the collecting element BRV. The amplifier AV then feeds therelay RV which occupies the upper position; the contact 52 ensures thefeeding of the main relay RP, and this neutralises the opening of thecontact 50 by the lower position of the relay RN since the contacts 50and 52 are in parallel. On the other hand the upper position of therelay RV makes a contact 53 which through the connections Y, enables itto be recorded, on the tape of the chronotachometer that the signal hasbeen passed open.

The indicators T2 and T3 give the indications which have already beenstated. The lever L and the connections N ensure the warning functions.These elements enable the operation of the automatic stopping to beprevented and enable it to work in such a manner that the operation isrecorded on the tape of the chronotachometer. It should in fact be notedthat the recording of the passing of signals either by establishing thecontact 50 or by establishing the contact 52 can in no way be influencedby the operation of L.

It is obvious that for this embodiment different frequencies can bechosen for OM and 0V2. It should be understood on the other hand thatthe amplifiers and oscillators described may be equipped with anyelements such as electronic tubes, transistors or the like in so far asconcerns the operations which they carry out.

It will also be understood that various modifications may be madewithout departing from the scope of the invention.

I claim:

1. Traffic controlling apparatus for effecting the automatic stopping ofa vehicle on a railway track if the vehicle overruns a signal indicatingthat the vehicle should stop comprising a vehicle, a mechanism forinterrupting the driving action and controlling the application of thebrakes on said vehicle, radio-electric control means for controllingsaid mechanism including an oscillator, first coupling means connectedto the output of said oscillator, an amplifier, second coupling meanscoupled to said first coupling means and to the input of said amplifier,a relay connected to the output of the amplifier, means controlling therelay by the energy supplied by the oscillator through said first andsecond coupling means and said amplifier, and means for supporting saidfirst and second coupling means in the lower part of the vehicle,adjacent the track spaced apart by a small distance transverse to thelongitudinal direction of the vehicle but in coupling relationship witheach other, whereby the energy of said oscillator is applied throughsaid first and second coupling means and said amplifier to control saidrelay so long as the coupling between said first and second couplingmeans is not eliminated.

2. Apparatus as claimed in claim 1, in which the track is provided witha screening element which passes between the first and second couplingmeans to eliminate the coupling between them if the vehicle attempts topass a signal at danger, said elimination of the coupling causingoperation of said relay to actuate the mechanism applying said brakes.

3. Apparatus as claimed in claim 2, including a track oscillator, anoutput feeder therefor which can supply energy from said trackoscillator to said amplifier through said second coupling means, acontact connecting said track oscillator to energise said feeder only ifthe signal indicates that the track is clear whereby energy is suppliedto said amplifier through said second coupling means when the line isclear, during the period that said second coupling means is screenedfrom said first coupling means by said screening elements, therebypreventing the operation of the relay and application of the brakes.

4. Traffic controlling apparatus for effecting the automatic stopping ofa vehicle on a railway track if the vehicle attempts to overrun a signalat danger, said vehicle including a mechanism for controlling theapplication of the brakes, a relay controlling the operation of saidmechanism, a high frequency oscillator, first coupling means connectedto the output of said oscillator, an amplifier, second coupling means ininductive coupling relationship with said first coupling means andconnected to the input of said amplifier, means for feeding the outputof said amplifier to control said relay, means supporting said first andsecond coupling means on said vehicle adjacent the track and spacedapart by a small distance transverse to the direction of travel of saidvehicle but in inductive coupling relationship with each other so thatthe energy from said oscillator can be coupled from said first couplingmeans to said amplifier through said second coupling means to controlsaid relay as long as the coupling between said first and secondcoupling means is not eliminated and a screening member positioned onsaid track adjacent a signal to pass between the first and secondcoupling means to eliminate the inductive coupling between them andthereby cutting oif the output from said amplifier which in turn causesthe operation of said relay to actuate the mechanism applying saidbrakes on the vehicle.

5. Tratfic controlling apparatus for effecting the auto matic stoppingof a vehicle on a railway track if the vehicle attempts to overrun asignal at danger, said vehicle including a mechanism for controlling theapplication of the brakes, a relay controlling the operation of saidmechanism, an oscillator, first coupling means connected to the outputof said oscillator, an amplifier, second coupling means in couplingrelationship with said first coupling means and connected to the inputof said amplifier, means for feeding the output of said amplifier tocontrol said relay, means supporting said first and second couplingmeans on said vehicle adjacent the track and spaced apart by a smalldistance transverse to the direction of travel of said vehicle but incoupling relationship with each other so that the energy from saidoscillator can be coupled from said first coupling means through saidsecond coupling means to said amplifier to control said relay as long asthe coupling bet-ween said first and second coupling means is noteliminated and a screening member positioned on said track adjacent asignal to pass between the first and second coupling means to eliminatethe coupling between them and thereby cut off the output from saidamplifier which in turn causes the operation of said relay to actuatethe mechanism applying said brakes on the vehicle.

6. Apparatus as claimed in claim 5, in which the said mechanism forapplying the brakes operates with time delay.

7. Apparatus as claimed in claim 5, including indicating means wherebythe driver is given an indication prior to the application of thebrakes.

8. Traflic controlling apparatus for etfecting the automatic stopping ofa vehicle on a railway track, it the ve hicle overruns a signal atdanger, said vehicle including a mechanism for controlling theapplication of the brakes, a relay controlling the operation of saidmechanism, an oscillator, first coupling means connected to the outputof said oscillator, an amplifier, second coupling means in couplingrelationshsip with said first coup-ling means and connected to the inputof said amplifier, means for connecting the output of said amplifier tothe coil of said relay, means supporting said first and second couplingmeans on said vehicle adjacent the track and spaced apart by a smalldistance transverse to the direction of travel of said vehicle but incoupling relationship with each other so that the energy from saidoscillator can be coupled from said first coupling means through saidsecond coupling means to said amplifier to energise said relay as longas the coupling between said first and second coupling means is noteliminated, a screening member p'ositi-oned on said track adjacent asignal to pass between the first and second coupling means to eliminatethe coupling between them and thereby cut off the output from saidamplifier which in turn causes de-energising of said relay to actuatethe mechanism applying said brakes and a second oscillator feeding athird coupling member positioned adjacent said screening member to applyenergy to said amplifier through said second coupling means during theperiod that it is screened from said first coupling means if the signalindicates that the track is clear, thereby preventing de-energis-ationof the relay and application of the brakes and means controlling theenergisation of said second oscillator in dependence upon whether saidsignal indicates danger or that the track is clear.

9. Traffic controlling apparatus for effecting the automatic stopping ofa vehicle on a railway track if the ve-, hicle overruns a signal atdanger, said vehicle including a mechanism for controlling theapplication of the brakes, a relay controlling the operation of saidmechanism, a high frequency oscillator, first coupling means connectedto the output of said oscillator, an amplifier, second coupling means ininductive coupling relationship with said first coupling means andconnected to the input of said amplifier, means for connecting theoutput of said amplifier to the coil of said relay, means supportingsaid first and sec ond coupling means on said vehicle adjacent the trackand spaced apart by a small distance transverse to the direction oftravel of said vehicle but in inductive coupling rela tionship with eachother so that the energy from said oscillator can be coupled from saidfirst coupling means through said second coupling means to saidamplifier to energise said relay as long as the coupling between saidfirst and second coupling means is not eliminated, a screening memberpositioned on said track adjacent a signal to pass between the first andsecond coupling means to eliminate the coupling between them, saidscreening member extending along said track for a sufiicient distance toensure elimination of the coupling between said coupling members for atime to cut oil? the output from said amplifier and thereby de-energisesaid relay at the highest speed of travel of the vehicle, saidde-energising of said relay actuating the mechanism applying saidbrakes, a second oscillator adjacent said track feeding a third couplingmember positioned adjacent said screening member to apply energy to saidamplifier through said second coupling means during the period that itis screened from said first coupling means if the signal indicates thatthe track is clear, thereby prevening de-energisation of the relay andapplication of the brakes and means controlling the energisation of saidsecond oscillator in dependence upon whether said signal indicatesdanger or that the track is clear.

References Cited in the file of this patent UNITED STATES PATENTS1,377,137 Lewis May 3, 1921 2,110,166 Nicolas Mar. 8, 1938 2,753,550Treharne July 3, 1950 2,761,962 Hughson Sept. 4, 1956 FOREIGN PATENTS213,921 Great Britain Apr. 9,1925

